Fluid pressure brake



July 21, 1936. E wn- 2,048,336

FLUID PRESSURE 'BRAKE Filed March 22, 1932 INVENTOR.

ELLIS E. HEWITT ATTORNEY.

Patented July 21, 1936 warren sir-Arts Application Mai-ch22, 1932, s dative; 600,406

12 Claims.

This invention relates to fluid pressure brakes and more particularly to the type adapted to operate upon a reduction in pressure in the brake pipe toeffect an application of the brakesand upon an increase in brake pipe pressure to effect a release of the brakes.

With the present tendency to increase the number of cars in a train, the .difliculty of controlling the brakes, so as not to produceexcessive shocks, is correspondingly increased, such shocks are liable to be produced because the brakesat the front of the train are applied-before-the brakes atthe rear of the train are applied, sothat .the slack in the train tends to run in toward the front of "the train and produce shocks. More; severe shocks are occasioned when an emergency application of the brakes is effected than when a service application of the brakes-is effected; because in effecting an emergency application of the brakes, the brake cylinder pressureiisbuilt lip-lat Q-afaster rateand to a higher; degree than in efiecting a service application of the brakes.

It has heretofore been proposed to providea 1 fluid pressure brake equipment havingmea'ns for 0 slowing down or retarding the rate-oftbuild up of brake cylinder pressure ineffecting an emergency application of the brakes during the period that the slack in the train is running in, in order to prevent the slack from running inso harshly as to cause excessive shocks. 7

An objectof the invention is to provide a-fluid pressure brake equipment of -the above noted.

, inshot of fluid under pressure to thebrake cylinder ofsuificient degree to move the brakecylinder piston outwardly was to bring the brake shoes up againstthe car Wheels, followed: by a l slow build-up of brake cylinder pressure during 3 a time interval of sufficient duration to -permit .0 the brakes to be-gradually appliedxthroughoiltlthe length ofthe train, so that while'lth'e brakes; are

5 applied throughout the train,ait hei force. of the rake application is not so heavyas to cause severe shocks, t which would otherwise occur, due

to the running in of the slack at a too rapid rate as before mentioned. Aftertheabove mentioned time interval has elapsed, my improved means operates to supply awfinalinshot of fluid'under pressure to the brake cylinder at 'a more rapid rate to quickly provide the desired 'high 'degree of brake cylinder pressure in an emergency applicationof the brakes.

Another object of the invention is to provide a fluidpressure. brake equipment having means for varying the'rate of build-up in brake cylinder pressure during an emergency application of the brakes, whichfmeans is operative upon charging the equipment with fluid to a pressure exceeding that normally carried, for preventing the varia- ,In my co-pending application -fQr-Letters-Paten't, Serial No. 518,695, filed February 27, 1931,

a fiuid p'r'essure brake equipment is disclosed employingl a'brake cylinder, a service application valvedevice, a quick action valve device; an emergencyjvfalve device, fan emerge ncy control valve ,device an inshot valve'device, abrake pipe, an

auxiliary reservoir, 9, quick service action reservoir and an emergency reservoir, the arrangement and connection of the elements constituting the fiuid br'akel equipment being such that certain communications between the'quick action reservoir and the atmosphere through which fluid is vented, fordetermining the time of operation of" valve mechanism j controllingthe supply of fluid tive.

These and other objects that will be made apparent throughout I the further description of the invention are attained bymeans of the fluid brake v; eduipment hereinafter described and; illustrated n thea ompanyi drawing, whe e The singlefigure is a diagrammatic sectional View, of a brake equipment embodying my inventionQ 1 Referring to the drawing; the equipment may comprise a brake cylinder I, a service application valve device 2, a quick action valve device -3, an emergency va lve device- 4, an emergency control valvedevice 5, an inshot valve dvicefi, a brake pipe ,1, an auxiliary reservoir 8, a quick action reservoirs, and an emergency reservoir ID.

The service application -valve device 2 may *comprise a casing, having a I piston chamber I l .tioninithe fra'te oi brake cylinder build- 1 1 efie'qt hng'wan emergency reduction i brake pi ..pressure a I V y p 1 passage 31.

connected to the brake pipe I through a passage I2 and a passage and pipe I4 and containing a piston I5 adapted to operate a main slide valve I6 and a graduating slide valve I'I contained in a chamber I3 which is connected to the auxiliary reservoir 8 through a passage and pipe I9. With the piston in release position, as shown in the drawing, the piston chamber II is connected to the valve chamber I8 through a feed groove 20. Also provided in the casing are the quick action reservoir 9 and the emergency reservoir I0.

The quick action valve device 3 comprises a casing which may be integral with the casing of the service application valve device 2 and has a a piston chamber 2i containing a quick action piston 22 to which a brake pipe vent valve 23, contained in the chamber I3, is operatively connected through the medium of a stem 24. The vent valve '23 is normally held seatedon an an nular seat rib 25 by the pressure of a spring 26 and is operated by the quick action piston to establish communication from the brake pipe to "the atmosphere through a chamber 21 and passage 28. The piston 22 is provided with an annulargasket 29, which is adapted to engage a seat rib 36 and provide an air-tight seal between chambers 2I and 21 when the piston 22 is in pvalve open position.

The emergency valve device may comprise a casing having a piston chamber 3I connected to the brake pipe 7, through a passage and pipe I4 and containing a piston 33, which is adapted to operate a slide valve 34 and an auxiliary slide Y valve 35 contained in a valve chamber 36 connected to, a quick action reservoir 9 through a The slide valve 34 is pressed against its seat by a rod 32 carried by the diaphragm 38 that is subject to the pressure of a spring 5I within thechamber I52 and to the pressure of 40 all times to the chamber I52 through passage I3, passage 55, and. passage pressed stop 39 is provided in the casing and the emergency reservoir II] which is connected at I53. A springfunctions to define service position of the emer gency piston 33.

The emergency control valve device 5 may comprise a casing which is 'mounted on a pipe mounted in the casing, the diaphragm 4I having a greater area than that of the diaphragm 42.

A stem 43 is secured to both diaphragms 4| and 42 and at one end has screw-threaded connection with a stem extension 44 contained in a chamber 45 at one side of the diaphragm 42, which extension is adapted to operate a slide valve 46 also contained in, the chamber 45.

Contained in a chamber 50 at one side of the flexible diaphragm 4| is a stop member 41 which is subject to the pressure of a spring 48 and gwhich carries a valve 49, the purpose of which will hereinafter appear.

The chamber 45 is connected at all times to the emergency reservoir I0 through the passage 54,

passage 55, and passage I3, and consequently the diaphragm 42 is subject to the pressure of the emergency reservoir. The spring-pressed stop 41 normally prevents the stem 43 from moving upwardly beyond the position shown in the equipment is charged with fluid at a pressure normally carried for high speed service, say for instance, above eighty pounds, the stem 43 will be moved upwardly against the opposing pressure of the spring, all of which will hereinafter be more fully described.

The diaphragm chamber 5|] of the control valve device 5 is open to the atmosphere through a choke passage 52. Between the diaphragms M and 42 there is a chamber 56 which is open to the atmosphere through a port 51.

The inshot valve device 6 comprises a casing which is mounted on the pipe bracket 49 and also comprises a valve piston 58 which is operatively mounted in the casing. The valve piston is subject on one side to the pressure of a coil spring 59 contained in a chamber 60, which is connected to a passage 6| leading to the seat of the slide valve 46 of the control valve device 5. The inner seated area of the valve piston is connected to the brake cylinder I through a passage 63, a passage 64 and passage and pipe 65. With the valve piston maintained seated on an annular seat rib 66, a projection 61 extending outwardly from the inner seated area of the valve piston maintains a ball valve 68, interposed in the passage 63 unseated, so that the brake cylinder passage 65 and inner seated area of the valve piston are connected past the unseated valve 68 to a passage 69 which opens into a passage I5 leading both to the seat of the application slide valve I6 and the seat of the emergency slide valve 34. The brake cylinder passage 65 is also connected with the passage 69, through a choke passage II.

In operation, fluid under pressure from the brake pipe I flows to the piston chamber II of the application valve device by way of pipe and passage I4, and passage I2, forcing the application piston I5 to its innermost position. From the piston chamber II fluid under pressure now flows through the feed groove 20 to the valve chamber I8 and from this chamber flows through a passage and pipe I9 to the auxiliary reservoir 8. Fluid under pressure from the valve chamber I8 also flows to the emergency reservoir I6 through a port I 62 in the main slide valve I6 having a restricted portion 12, and passage I3, the port I62 being uncovered by the graduating slide valve I! in the position shown.

Fluid under pressure from the brake pipe I is also supplied through the passage I4 to the emergency piston chamber 3| where it acts to force the emergency piston 33 to its innermost position. With the piston 33 in this position,

fluid from the piston chamber is supplied to the emergency valve chamber 36 through a passage I4, past a ball check valve I5 and through a passage I6. From the chamber 36 fluid under pressure flows through the passage 37 to the I quick action reservoir 9, thus charging it.

Fluid under pressure from the emergency reservoir also flows from passage I3 through passage and passage 54 to the chamber 45 in the emergency controlling valve device 5, where it acts on the flexible diaphragm 42 to 'force the diaphragm 4| into engagement with the spring stop 41.

The pressure of the spring 48 is sufiicient to cause the stem 43 and the slide valve 46 to be brought to a stop in the position shown in the drawing,

if. the pressure at which the emergency reservoir is charged does not exceed the lower degree which is normally employed in low speed service.

From the emergency control valve chamber 45 fluid under pressure flows through passage 6| to the chamber 60 at the spring side of the valve piston 58 of the inshot valve device and with the valve piston in its upper seated position, the ball valve 68 is held unseated.

When it is desired to efiect a service application of the brakes, the pressure in the brake pipe I and consequently in the piston chamber ll of the application valve device 2, is reduced in the usual manner. The reduction of pressure in the application piston chamber ll causes the application piston 15 and consequently the slide valves l6 and I! to be shifted to service position. With these slide valves in this position, the usual service port ll in the main slide valve l6 is uncovered and registers with the passage 10 so as to supply fluid under pressure from the valve chamber l8 and auxiliary reservoir 8 to the brake cylinder I by way of port H, passage 10, passage 69, past the unseated ball valve 68, passage 63, passage E i and passage and pipe 65.

The reduction of pressure in the brake pipe I at a service rate, causes the piston 33 of the emergency valve device 4, to be shifted outwardly until it engages the spring-pressed stop 39. The piston, as it is then moved, shifts the auxiliary slide valve to a position in which the valvechamber 35 and consequently the quick action reservoir 9 are connected to the atmosphere by way of a port 78 in the slide valve 35, a port 19 in the slide valve 34, and an atmospheric exhaust port 80.

When the pressure of fluid in the valve chamber 36 and the connected quick action reservoir 9 has been reduced slightly below the pressure in the brake pipe 1 and emergency piston chamber 3!, the high-er pressure acting on the outer face of the piston 33, will shift the piston to its innermost position, with a consequent movement of the slide valve 35 to release position, thereby preventing movement of the emergency piston 33 to .emergency application position.

In efiecting a service application of the brakes, the emergency controlling valve device 5 remains in the position shown in the drawing, so that emergency reservoir pressure in chamber 60 of the inshot valve device 6 maintains the valve piston 58 in its upper seated position against the opposing brake cylinder pressure acting on the inner seated area of the valve piston, in which position the projection 6'! maintains the ball valve 68 unseated. It will thus be seen that in effecting a service application of the brakes, the inshot valve device will not be caused to operate to restrict the flow of fluid to the brake cylinder.

When an emergency application of the brakes is initiated by eflecting a sudden reduction of pressure in the brake pipe I and consequently in the piston chamber H of the application valve device 2 and in the piston chamber 3| of the emergency valve device 4, the higher pressure in valve chambers i8 and 36 acting on the opposite sides of respective pistons I 5 and 33 will shift said pistons to their extreme outer or emergency positions.

The piston 33 in moving to emergency position first shifts the auxiliary slide valve 35 relative to the slide valve 34 and uncovers the port 8! in the slide valve 33 so that the valve chamber 36 and consequently the quick action reservoir 9, are connected to the quick action piston chamber 2| through passage 82, and then shiftsboth slide valves to emergency position, inwhich the slide valve 33 uncovers passage 82. Fluid under pressure so supplied from the quick action reservoir to the'piston chamber 2| and quick actionpist'on 22 moves the piston 22, so as to unseat the vent valve 23 and vent fluid from the valve chamber I 3 and brake pipe I to the atmosphere by way of chamber 27,;which is open to atmosphere through passage 28, thereby causing quick serial Venting 5 of the brake pipe throughout the train. With the quick action piston 22 in its innermost position, the annular packing ring '29 on the inner face of the piston engages the seat rib 39 and provides an air-tight seal, thus preventing escape of fluid under pressure from the chamber 2| to the atmosphere, except through the restricted passage 1 6! in the piston 22, the purpose of which willhereinafter appear.

Withthe slide valve 34 of the emergency valve 15 device 4 inemergency position, a cavity 83 in this slide valve connects the passages 55 and i0, and fluid under pressure flows from the emergency reservoir ID to the brake cylinder 1 by way of passage 73, passage 55, cavity 83, passage 20 "H3, passage 39, past the unseated ball valve 58, passages 63 and 64, and passage and pipe 65. At the same time, with the application valve in application position, fluid under pressure also flows from the auxiliary reservoir to the passage I0 25 through pipe and passage 59, valve chamber l8, and port 71 in the slide valve 56. Pressure of fluid from both reservoirs is also present in valve chamber of the emergency control valve device.

The quick action piston 22, in moving to unseat 39 the valve 23, uncovers a passage 84, so that fluid under pressure supplied from the quick action reservoir 9 to the piston chamber 2i flows to "the diaphragm chamber 55 or" the emergency control valve device 5 by way of passage 34. Fluid under pressure is vented from the chamber through the choke passage 52 at a slower rate than it is being supplied from the quick action reservoir, so that there will be a build-up of pressure in the chamber 50. .74

At the same time as the pressure of fluid in the chamber 50 is thus being built up, the pressure of fluid in the valve chamber 45 is reducing, due to the flow of fluid from the emergency reservoir H] to the brake cylinder I. When the pressure of fluid in the chamber 50 acting on the upper face of the large diaphragm M has been increased to a predetermined degree, say thirty pounds, so as to slightly exceed the pressure reducing in the chamber &5 acting on the under face of the small diaphragm 42, the pressure of fluid in the chamber 50 will cause the diaphragms 4| and 42, stem 43 and stem extension 44, to move downwardly, shifting the slide valve 15 to emergency position. With the slide valve 36 in this position, the chamber 63 at the spring side of the valve piston 58 of the inshot valve device 6 is vented to the atmosphere by way of passage 6!, the cavity86 in the slide valve 66 and an, atmospheric exhaust port 87. The quick action piston 22 is in its inner position wherein the passage 84 is open to the chamber 2! of the quick action valve device, and fluid under pressure from the quick action reservoir 9 continues to flow to the diaphragm chamber 59 of the control valve device 5 through passage 86, passage I6 0 past the pin valve 49.

With the chamber 68 of the inshot valve device thus vented, the pressure of the spring 59 retains the valve piston 58 in its upper seated position, as shown in the drawing, and fluid under pressure continues to flow past the ball valve 68 to the brake cylinder until such time as the brake cylinder pressure is built up to a predeg termin'ed degree, say for instance fifteen pounds.

Nor when the pressure of fluid thus supplied to the brake cylinder and acting on the inner seated area of the valve piston is suflicient to overcome the opposing pressure of the spring 59, the valve piston will be caused to move downwardly, un seating the valve piston from the seat rib 66.

When the valve piston is thus moved, the ball valve 68, due to the force of gravity, seats and closes the unrestricted communication from the passage 69 through the passage 63. With the ball valve 68 closed, fluid under pressure supplied to the passage 69 from the auxiliary reservoir 8 a and emergency reservoir l6 flows to the brake cylinder only at a restricted rate through the choke passage 7!, and passage and pipe 65.

At the same time as fluid under pressure is being supplied to the brake cylinder, the fluid un der pressure supplied from the quick action reservoir 9 to the chamber of the control valve device 5 is being vented to the atmosphere through the choke passage 52 and the choke passage iiii in the piston 22. When the pressure of fluid in the chamber 59 acting on one side of the large diaphragm ll is reduced sufficiently that the pressure of fluid in the chamber 415 I acting on one side of the small diaphragm 42 is sufficient to overcome the opposing pressure in chamber 59, the diaphragms ii and 62, stem 33, stem extension 4 3 and slide valve 35 will be returned to normal position, as shown in the drawing. It will be here noted that the choke passages iiii and 52 so control the flow of fluid from the chamber 53 to the atmosphere that the diaphragms 4i and '32 and associated parts will remain in their lowermost position until a predetermined period of time has elapsed, for instance fifteen seconds, after the ball valve 68 is seated.

When the slide valve is returned to its normal position, fluid under pressure from the valve chamber 55, as supplied from the auxiliary reservoir B and emergency reservoir i Q, flows through passage 64 to the chamber 60 at the spring side of the valve piston 53. The pressure of fluid thus supplied to the chamber Gil being considerably higher than brake cylinder pressure acting on the opposite side of the valve piston, causes the valve piston to return to its upper seated position, unseating the ball valve 68, so that fluid under pressure is now permitted to again flow to the brake cylinder at the normal rate for the remainder of the emergency application.

After the brake pipe has been vented to the atmosphere, the pressure of fluid in the quick action piston chamber 2! as supplied from the quick action reservoir 9 will have been reduced sufiicientiy that the pressure of the spring 26 on the vent valve device will cause the vent valve 23 to seat and close communication from the brake pipe to the atmosphere and at the same time cause the quick action piston 22 to move to its outermost position as shown in the drawing. With the piston 22 thus returned to its nor mal position, communication between the piston chamber 2i and the diaphragm chamber 59 of the control valve device 5 is closed.

When it is desired to release the brakes after an emergency application has been effected, the brake pipe pressure is increased in the usual way, which consequently increases the pressure or" fluid in piston chambers ii and ill of valve devices 2 and 4 respectively, so that the pistons i5 and 33 of said valve devices are. shifted to their innermost or release position. The shifting of the pistons l5 and 33 to their release positions acts to move the respective slide valves i6 and I1, and 34 and 35 to release position.

With the slide valves 16 and ll of the application valve device 2 in release position, fluid under pressure is released from the brake cylinder i by way of pipe and passage 65, passages 64 and 63, past the ball valve 68, passages 69 and 10, a cavity 89 in the slide valve is and atmospheric exhaust port 90.

With each of the several devices of the equipment in release position, the equipment is recharged in the same manner as described in connection with the initial charging.

When, in operating a train in high speed service or on a steep descending grade, it is desired to render the control valve device 5 and inshot valve device 6 ineifective to vary the rate of flow of fluid to the brake cylinder in effecting an emergency application of the brakes, the brake pipe pressure is increased above that normally carried. When the pressure of fluid supplied from the brake pipe to the emergency reservoir is increased to a predetermined degree above the pressure normally carried in the reservoir, say to a pressure above eighty pounds, emergency reservoir pressure present in the valve chamber 45 of the control valve device 5, acting on one side of the small diaphragm 52, causes the diaphragms 4i and i2, stem 33, stem extension 44 and slide valve d6 to shift upwardly against the opposing pressure of the spring stop 4'! from their normal positions, as shown in the drawing, to emergency cut-out position, wherein the pin valve 419 is seated and closes the port I60, that communicates with the passage 8d. within the chamber 50 will flow to atmosphere through the restricted passage 52 and the slide valve 56 will therefore remain in its upper position so long as the high pressure is maintained on the diaphragm 42.

When the higher pressure is carried in the brake system, as above described, and the brake pipe pressure is reduced at an emergency rate to effect an emergency application ofthe brakes, the application valve device 2 will move to emergency application position and the emergency valve device will move to emergency position, as hereinbefore described. so that fluid under pressure is supplied to the brake cylinder from the auxiliary reservoir 8 and emergency reservoir l0,

past the unseated ball valve 68 of the inshot valve device 6. With the emergency valve device in emergency position, fluid under pressure is supplied from the quick action reservoir 9 to the.

quick action piston chamber 2! in the same manher as before described, causing the piston 22 to operate to unseat the vent valve 23 and vent fluid under pressure from the brake pipe to the atmosphere as before described. As the piston is moved inwardly it uncovers the. passage 84, but since this passage is now closed by the pin valve 29, fluid cannot flow to the chamber 50 to cause operation of the diaphragms 4| and 42 and the slide valve 46.

Since the passage 6| therefore remains connected with the valve chamber 45 of the control valve device, the fluid under pressure supplied from the chamber is to the chamber 60 by way of passage 5i will maintain the. valve piston 58 in its upper seated position.

Fluid under pressure supplied to the piston chamber 2! from the quick action reservoir 9 flows to the atmosphere through the restricted passage [6| in the piston 22 and reduces the from the auxiliary reservoir and emergency pressure in chamber 2| sufliciently to permit the spring 26 to seat the vent valve 23 and close communication from the brake pipe to the atmosphere.

Summarizing, the fluid brake equipment comprises a triple valve device, an' emergency valve device, an emergency control valve device, a quick action valve device and a cut-out valve device so arranged and associated with an auxiliary reservoir, an emergency reservoir, 9. quick action reservoir and a brake cylinder, that upon a sud-' den reduction in brake pipe pressure, fluid under pressure is permitted to flow from the emergency and auxiliary reservoirs to the brake cylinder at a relatively fast rate until such time as a predetermined pressure is attained in the brake cylthe restricted passage to the brake cylinder at a fast rate, and the by-pass is controlled by a ball check valve that is normally retained in open position by a valve piston of an inshot valve device that is subject at times on opposite sides to the fluid pressures of the auxiliary reservoir and emergency reservoir.

Upon reduction of brake pipe pressure at an emergency rate, the triple or application valve device and the emergency valve device are operated to application and emergency application positions respectively, and open the passages leading from the auxiliary reservoir and emergency reservoir and including the said by-pass.

. propagate a quick serial action of the service ap-' plication and emergency valve devices throughout the train in the manner heretofore described.

Upon movement of the quick action valve device to emergency position, fluid supplied thereto from the quick action reservoir also passes to a chamber on one side of the diaphragm of larger area to the emergency control valve device having a diaphragm of smaller area subjected at all times on one side to the pressure of the emergency reservoir. The said chamber is at all times vented to the atmosphere through a restricted passage which controls the flow of fluid from the chamber to the atmosphere and which determines the time required to build up sufllcient pressure within the said chamber to overcome the pressure on the diaphragm. of smaller areawhich is at the same time being reduced due tothe delivery of fluid under pressure from the auxiliary reservoir and emergency reservoir to the brake cylinder. When suflicient pressure is built up in the said chamber to overcome that to which the diaphragm of smaller area is subjected, the diaphragms are flexed and'move a slide valve which permits fluid on one side of the valve piston to escape to atmosphere; The pressure on the other side of the valve piston then moves it to permit closure of the ball valve controllingthe bypass cylinder through the by-pass. Fluid then flows reservoir at a slow rate.

At this time the fluid is vented from the quick action reservoir and the quick action valve device to the atmosphere through a restricted port in the piston of the quick action valve device and from the chamber of the emergency control valve device through a restricted port. When the pressure on the larger diaphragm of the emergency control valve device falls sufliciently, the emergency reservoir pressure on the diaphragm of smaller area will return the diaphragms and the associated slide valves to normal positions determined by a spring stop, thus again subjecting the valve piston of the inshot valve device toemergency reservoir pressure which is suflicient to seat the valve piston and consequently move the ball valve to open position. pressure is again supplied from the main and emergency reservoirs at a fast rate during the final stages of the brake application. when the pressure in the fluid operated quick action valve .Fluid under device is reduced sufficiently, communication is closed from the brake pipe to the atmosphere.

When the brake pipe pressure is above the normal pressure carried, as when the train isopercommunication between the vented chamber of the emergency control valve device and the quick action valve device. Since no fluidunder pressure is then supplied to the chamber, pressure can not build up in the chamber and cause movement of the diaphragm of larger area and the slide valve to open communication between the cut-off valve piston and the atmosphere. The valve piston is, therefore, maintained by'emergency reservoir pressure at all timesduring high pressure operation in position to hold the ball valve open,

and consequently during operation ofthe system under high pressure conditions, the inshot valve.

device is rendered ineffective to change the rate'of flow of fluid from the auxiliary reservoir and emergency reservoir to the brake cylinder. The quick action valve device is providedwith a vent to atmosphere which permits of suiflcient reduction in pressure therein to permit it to close communication from the brake pipe to the atmosphere.

WhileI' have disclosed but one embodiment of the improved fluid brake equipment, it is obvious that changes, additions and omissions may be made in the construction without departing from the spirit of the invention.

Having now described my invention, what I claim: as new and desire to secure by'Letters Pat ent, is:

1. Ina fluid pressure brake, the combination with a brake pipe, a brake cylinder, and two reservoirs normally charged with fluid under pressure, of a valve device operative to vent fluid under pressure from the'brake pipe, valve means operative to vary the rate of flow of fluid under pressure to'thelbrake cylinder, valve mechanism operative to control the operation of said valve means, and an emergency valve device operative upon a sudden reduction in brake pipe pressure for establishing communication through which fluid under H pressure is supplied from one of said reservoirs to said-brake cylinder to effect an application of the from the other of said reservoirs to said valve device to cause the valve device to operate to vent fluid under pressure from the brake pipe to the atmosphere, said valve device in venting position establishing communication through which fluid under pressure flowing thereto from said other reservoir is supplied to said valve mechanism to initiate the controlling operation of the valve mechanism, and means venting fluid under pressure from said other reservoir at a restricted rate for timing the action of said valve mechanism and for permitting said valve device to operate to close communication from the brake pipe to the atmosphere and to close communication from said other reservoir to the valve mechanism, comprising two restricted vents to atmosphere in the communication through which fluid under pressure is supplied from the other reservoir to said valve device and to the said valve mechanism, and means controlled by the valve mechanism for closing communication between one of the vents and the said other reservoir without closing the other vent.

2. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, and two reservoirs normally charged with fluid under pressure, of a valve device operative to vent fluid under pressure from the brake pipe, valve means operative to vary the rate of flow of fluid under pressure to the brake cylinder, valve mechanism operative to control the operation of said valve means, and an emergency valve device operative upon a sudden reduction in brake pipe pressure for establishing' communication through which fluid under pressure is supplied from'one of said reservoirs to said brake cylinder to efiect an application of the brakes and for establishing communication through which fluid under pressure is supplied from the other of said reservoirs to said valve device to cause the valve device to operate to vent fluid under pressure from the brake pipe to the atmosphere, said valve device in venting position establishing communication through which fluid under pressure flowing thereto from said other reservoir is supplied to said valve mechanism to initiate the controlling operation of the valve mechanism, and means venting fluid under pressure from said other reservoir at a restricted rate for timing the action of said valve mechanism and for permitting said valve device to operate to close communication from the brake pipe to the atmosphere and to close communication from said other reservoir to the valve mechanism, comprising two restricted vents to atmosphere in the communication through which fluid under pressure is supplied from the other reservoir to said valve device and to the said valve mechanism, means controlled by the valve mechanism for closing communication between one of the vents and the said other reservoir without closing the other vent, and means controlled by the valve device for closing the communication between the one vent and the said other reservoir.

3. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, and two reservoirs normally charged with fluid under pressure, of a valve device operative to vent fluid under pressure from the brake pipe, valve means operative to vary the rate of flow of fluid under pressure to the brake cylinder, valve mechanism operative to control the operation of said valve means, and an emergency valve device operative upon a sudden reduction in brake pipe pressure for establishing communication through which fluid under pressure is supplied from one of said reservoirs to said brake cylinder to effect an application of the brakes and for establishing communication through which fluid under pressure is supplied from the other of said reservoirs to said valve device to cause the valve device to operate to vent fluid under pressure from the brake pipe to the atmosphere, said valve device in venting position establishing communication through which fluid under pressure flowing there to from said other reservoir is supplied to said valve mechanism to initiate the controlling operation of the valve mechanism, and means venting fluid under pressure from said other reservoir at a restricted rate for timing the action of said valve mechanism and for permitting said valve device to operate to close communication from the brake pipe to the atmosphere and to close communication from said other reservoir to the valve mechanism, comprising two restricted vents to atmosphere in the communication through which fluid under pressure is supplied from the other reservoir to said valve device and to the said valve mechanism, the said valve device being adapted to close communication between one of the vents and the said other reservoir without closing the other vent.

4. In a fluid pressure brake, the combination with a brake pipe, a brake cylinder, and two reservoirs normally charged with fluid under pressure, of a valve device having a valve piston operative to vent fluid under pressure from the brake pipe, valve means operative to vary the rate of flow of fluid under pressure to the brake cylinder, fluid actuated valve mechanism operative to control the operation of said valve means and having a valve for controlling the supply of actuating fluid thereto, and an emergency valve device operative upon a sudden reduction in brake pipe pressure for establishing communication through which fluid under pressure is supplied from one of said reservoirs to said brake cylinder to effect an application of the brakes and for establishing communication through which fluid under pressure is supplied from the other of said reservoirs to said valve device to cause the valve device to operate to vent fluid under pressure from the brake pipe to the atmosphere, said valve device in venting position establishing communication through which fluid under pressure flowing thereto from said other reservoir is supplied to said valve mechanism to initiate the controlling operation of the valve mechanism, and means venting fluid under pressure from said other reservoir at a restricted rate for timing the action of said valve mechanism and for permitting said valve device to operate to close communication from the brake pipe to the atmosphere and close communication from said other reservoir to the valve mechanism, comprising two restricted vents to atmosphere in the communication through which fluid under pressure is supplied from the other reservoir to said valve device and to the said valve mechanism, one of them being through the valve piston of the valve device and the other being controlled by the said valve of the valve mechanism.

5. In a fluid pressure brake, the combination 7 with a brake pipe and a brake cylinder, of a brake controlling valve mechanism operated upon a reduction in brake pipe pressure to cause fluid under pressure to be supplied to the brake cylinder to effect an application of the brakes, a regulating valve operable upon fluid under pressure being supplied to the brake cylinder to first reduce and then increase the rate of flow of fluid under pressure to the brake cylinder, a reservoir a controlling valve device operated by fluid under pressure supplied from said reservoir for controlling the operation of the said regulating valve and having a restricted port through which the fluid under pressure supplied to said controlling valve device from said reservoir is vented.

6. In a fluid pressure brake, the combination 'with a brake pipe and brake cylinder, of brake controlling valve mechanism operated upon a sudden reduction in brake pipe pressure for supplying fluid under pressure to the brake cylinder to effect application of the brakes, a regulating valve device for controlling the rate at which fluid is supplied to the brake cylinder, a reservoir nor mally charged with fluid under pressure, a quick action valve device operated, when effecting an application of the brakes, by fluid under pressure supplied from said reservoir to vent fluid from the brake pipe and having a restricted port through which fluid is vented from said reservoir, and a controlling valve device subject to fluid pressure on one side and operated by fluid under pressure supplied to the other side through a communication from said reservoir and including a valve for controlling the operation of said regulating valve device and another valve operable only when the fluid pressure acting on said one side of said controlling valve device exceeds a predetermined amount to so control the communication through which fluid is supplied from said reservoir to said controlling valve device as to render said controlling valve ineffective to control the operation of said regulating valve device.

7. In a fluid pressure brake, the combination with a brake pipe and brake cylinder, of brake controlling valve mechanism operated upon a sudden reduction in brake pipe pressure for supplying fluid under pressure to the brake cylinder to effect application of the brakes, a regulating valve device for controlling the rate at which fluid is supplied to the brake cylinder, a reservoir normally charged with fluid under pressure, a quick action valve device operated when effecting an application of the brakes, by fluid under pressure supplied from said reservoir to vent fluid from the brake pipe and having a restricted port through which fluid is vented from said reservoir, and a controlling valve device subject to fluid pressure on one side and operated by fluid under pressure supplied to the opposite side through a communication from said reservoir and including a valve for controlling the operation of said regulating valve device and another valve operable only when the fluid pressure acting on said one side of said controlling device exceeds a predetermined amount to so control the tive to supply fluid under pressure to said brake cylinder from said first reservoir and thereby effect an application of the brakes upon a reduction in brake pipe pressure, a valve device operative to vary the rate at which fluid is supplied to said, brake cylinder, valve means subject to the pressure of fluid from said first reservoir and adapted to be operated by fluid under pressure from said second reservoir for controlling the operation of said valve device, a quick action valve device having a piston adapted to be subjected to the fluid under pressure from said second reservoir and operated thereby, when an application of the brakes is efiected, to vent fluid under pressure from said brake pipe to the atmosphere, said valve means being operated, when the pressure of fluid in said first reservoir exceeds apredetermined amount, to a position for rendering said valve device ineffective to vary the rate at which fluid is supplied to the brake cylinder in effecting an application of the brakes, the piston of said quick action valve device having a restricted opening therethrough for venting to atmosphere at a predetermined rate fluid under pressure from said piston when the said valve means is'in the last mentioned position.

9. Ina fluid pressure brake, the combination of a brake pipe, a brake cylinder, a reservoir normally charged with fluid under pressure, a valve device operative to vary the rate of flow of fluid under pressure to the brake cylinder in effecting an application of the brakes, valve means subject on one side to the pressure of fluid from said reservoir and on the opposite side to the opposing force of a spring, and adapted to be operated when subjected to a varying fluid pressure on the said opposite side for controlling the operation of the said valve device, valve mechanism operated 'upon a sudden reduction in brake pipe pressure for supplying fluid under pressure from said reservoir to the brake cylinder for efiecting an application of the brakes and for supplying fluid under pressure to said opposite side of the valve means, means for varying the pressure of fluid supplied to said opposite side of the valve means,,and a valve biased to open position by said spring and adapted to be moved toward and into closed position in response to the operation of said valve means only when the pressure of fluid from said reservoir and acting on said one side of said valve means exceeds a predetermined amount, for rendering said pressure varying means ineffective.

10. In a fluid pressure brake, the combination of a brake pipe, a brake cylinder, a brake controlling valve mechanism operated upon a reduc tion in brake pipe pressure for supplying fluid under pressure to the brake cylinder to effect application of the brakes, a valve device for varying the rate at which fluid is supplied to the brake .means effected when the fluid pressure in said second reservoir is less than a predetermined amount for controlling the operation of said regulating valve device, and a second valve operably sure responsive means eiTected when the fluid pressure in said second reservoir is greater than said predetermined amount for so controlling a communication through which fluid from said first reservoir is supplied to said fluid pressure responsive means as to prevent said fluid pressure responsive means from being moved to operate the said one valve to control said regulating valve device.

11. In a fluid pressure brake, the combination with a brake pipe and a brake cylinder, of a brake controlling valve mechanism operated upon a reduction in brake pipe pressure tocause fluid under pressure to be supplied to the brake cylinder to effect an application of the brakes, a regulating valve operable upon fluid under pressure being supplied to the brake cylinder to first reduce and then increase the rate of flow of fluid under pressure to the brake cylinder, 2. reservoir normally charged with fluid under pressure, a quick action valve operable to vent fluid underpressure from the brake pipe, an abutment movable in response to the pressure of fluid actresponsive only to movement of said fluid pres-- ing on one side thereof and supplied from said reservoir when efiecting an application of the brakes, for operating said quick action valve and having a restricted port therein for venting fluid under pressure from the said one side of said abutment, and a controlling valve device operated by variations in the pressure of fluid supplied from said reservoir to eiTect the operation of said regulating valve.

12. The method of operating a fluid pressure brake having a brake cylinder and a reservoir, consisting in supplying fluid under pressure at a uniform rate for service and emergency applications of the brakes when the reservoir is charged to a pressure higher than a predetermined pressure, and when the reservoir is charged to a pressure less than the predetermined pressure in supplying fluid under pressure to the brake cylinder at a uniform rate for service applications and in supplying fluid under pressure to the brake cylinder at a variable rate for emergency applications.

ELLIS E. HEWITT.

CERTIFICATE OF CORRECTION.

Patent No. 2,048,566. July 21, 1956.

ELLIS E. HEWITT.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 8, second column, strike out lines 10 to 23 inclusive comprising claim 12; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 22nd day of September, A. D. 1936.

Henry Van Arsdale (Seal) Acting Commissioner of Patents. 

